Numerical and experimental transition results evaluation for a morphing wing and aileron system

A new wing-tip concept with morphing upper surface and interchangeable conventional and morphing ailerons was designed, manufactured, bench and wind tunnel tested. The development of this wing tip model was performed in the frame of an international CRIAQ project, and the purpose was to demonstrate the wing upper surface and aileron morphing capabilities in improving the wing tip aerodynamic performances. During numerical optimization with ‘in-house’ genetic algorithm software, and during wind tunnel experimental tests, it was demonstrated that the air flow laminarity over the wing skin was promoted, and the laminar flow was extended with up to 9% of the chord. Drag coefficient reduction of up to 9% was obtained when the morphing aileron was introduced

Optimization and design of an aircraft's morphing wing-tip demonstrator for drag reduction at low speeds, Part II - Experimental validation using Infra-Red transition measurement from Wind Tunnel tests

In the present paper, an ‘in-house’ genetic algorithm was numerically and experimentally validated. The genetic algorithm was applied to an optimization problem for improving the aerodynamic performances of an aircraft wing tip through upper surface morphing. The optimization was performed for 16 flight cases expressed in terms of various combinations of speeds, angles of attack and aileron deflections. The displacements resulted from the optimization were used during the wind tunnel tests of the wing tip demonstrator for the actuators control to change the upper surface shape of the wing. The results of the optimization of the flow behavior for the airfoil morphing upper-surface problem were validated with wind tunnel experimental transition results obtained with infra-red Thermography on the wing-tip demonstrator. The validation proved that the 2D numerical optimization using the ‘in-house’ genetic algorithm was an appropriate tool in improving various aspects of a wing’s aerodynamic performances

Design of a Morphing Wing-tip

An initial design of a morphing wing-tip for a Regional Jet aircraft is developed and evaluated. The adaptive wing-tip concept is based upon a chiral type internal structure, enabling controlled cant angle orientation, camber and twist throughout the flight envelope. A baseline Turbo-Fan Aircraft configuration model is used as the benchmark to assess the device. CFD based aerodynamics are used to evaluate the required design configurations for the device at different points across the flight envelope in terms of lift/drag and bending moment distribution along the span, complemented by panel method based gust load computations. Detailed studies are performed to show how the chiral structure can facilitate the required shape changes in twist, camber and cant. Actuator requirements and limitations are assessed, along with an evaluation of the aerodynamic gains from the inclusion of the device versus power and weight penalties. For a typical mission it was found that savings of around 2% in fuel weight are possible using the morphing wing-tip device. A similar reduction in weight due to passive gust loads alleviation is also possible with a slight change of configuration

Flutter analysis of a morphing wing technology demonstrator : numerical simulation and wind tunnel testing

As part of a morphing wing technology project, the flutter analysis of two finite element models and the experimental results of a morphing wing demonstrator equipped with aileron are presented. The finite element models are representing a wing section situated at the tip of the wing; the first model corresponds to a traditional aluminium upper surface skin of constant thickness and the second model corresponds to a composite optimized upper surface skin for morphing capabilities. The two models were analyzed for flutter occurrence and effects on the aeroelastic behaviour of the wing were studied by replacing the aluminium upper surface skin of the wing with a specially developed composite version. The morphing wing model with composite upper surface was manufactured and fitted with three accelerometers to record the amplitudes and frequencies during tests at the subsonic wind tunnel facility at the National Research Council. The results presented showed that no aeroelastic phenomenon occurred at the speeds, angles of attack and aileron deflections studied in the wind tunnel and confirmed the prediction of the flutter analysis on the frequencies and modal displacements

Efficiency of Lift Production in Flapping and Gliding Flight of Swifts

Many flying animals use both flapping and gliding flight as part of their routine behaviour. These two kinematic patterns impose conflicting requirements on wing design for aerodynamic efficiency and, in the absence of extreme morphing, wings cannot be optimised for both flight modes. In gliding flight, the wing experiences uniform incident flow and the optimal shape is a high aspect ratio wing with an elliptical planform. In flapping flight, on the other hand, the wing tip travels faster than the root, creating a spanwise velocity gradient. To compensate, the optimal wing shape should taper towards the tip (reducing the local chord) and/or twist from root to tip (reducing local angle of attack). We hypothesised that, if a bird is limited in its ability to morph its wings and adapt its wing shape to suit both flight modes, then a preference towards flapping flight optimization will be expected since this is the most energetically demanding flight mode. We tested this by studying a well-known flap-gliding species, the common swift, by measuring the wakes generated by two birds, one in gliding and one in flapping flight in a wind tunnel. We calculated span efficiency, the efficiency of lift production, and found that the flapping swift had consistently higher span efficiency than the gliding swift. This supports our hypothesis and suggests that even though swifts have been shown previously to increase their lift-to-drag ratio substantially when gliding, the wing morphology is tuned to be more aerodynamically efficient in generating lift during flapping. Since body drag can be assumed to be similar for both flapping and gliding, it follows that the higher total drag in flapping flight compared with gliding flight is primarily a consequence of an increase in wing profile drag due to the flapping motion, exceeding the reduction in induced drag

Optimization and design of an aircraft’s morphing wing-tip demonstrator for drag reduction at low speed, Part I – Aerodynamic optimization using genetic, bee colony and gradient descent algorithms

In this paper, an ‘in-house’ genetic algorithm is described and applied to an optimization problem for improving the aerodynamic performances of an aircraft wing tip through upper surface morphing. The algorithm’s performances were studied from the convergence point of view, in accordance with design conditions. The algorithm was compared to two other optimization methods, namely the artificial bee colony and a gradient method, for two optimization objectives, and the results of the optimizations with each of the three methods were plotted on response surfaces obtained with the Monte Carlo method, to show that they were situated in the global optimum region. The optimization results for 16 wind tunnel test cases and 2 objective functions were presented. The 16 cases used for the optimizations were included in the experimental test plan for the morphing wing-tip demonstrator, and the results obtained using the displacements given by the optimizations were evaluated

Conceptual-level evaluation of a variable stiffness skin for a morphing wing leading edge

A morphing leading edge produces a continuous aerodynamic surface that has no gaps between the moving and fixed parts. The continuous seamless shape has the potential to reduce drag, compared to conventional devices, such as slats that produce a discrete aerofoil shape change. However, the morphing leading edge has to achieve the required target shape by deforming from the baseline shape under the aerodynamic loads. In this paper, a conceptual-level method is proposed to evaluate the morphing leading edge structure. The feasibility of the skin design is validated by checking the failure index of the composite when the morphing leading edge undergoes the shape change. The stiffness of the morphing leading edge skin is spatially varied using variable lamina angles, and comparisons to the skin with constant stiffness are made to highlight its potential to reduce the actuation forces. The structural analysis is performed using a two-level structural optimisation scheme. The first level optimisation is applied to find the optimised structural proper- ties of the leading edge skin and the associated actuation forces. The structural properties of the skin are given as a stiffness distribution, which is controlled by a B spline interpolation function. In the second level, the design solution of the skin is investigated. The skin is assumed to be made of variable stiffness composite. The stack sequence of the composite is optimised element-by-element to match the target stiffness. A failure criterion is employed to obtain the failure index when the leading edge is actuated from the baseline shape to the target shape. Test cases are given to demonstrate that the optimisation scheme is able to provide the stiffness distribution of the leading edge skin and the actuation forces can be reduced by using a spatially variable stiffness skin

Evaluating the Rationale for Folding Wing Tips Comparing the Exergy and Breguet Approaches

The design and development processes for future aircraft aims to address the environmental and efficiency challenges needed to facilitate the engineering of concepts that are far more integrated and require a multidisciplinary approach. This study investigates the benefit of incorporating span extension wing tips onto future aircraft configurations as a method of providing improved aerodynamic efficiency, whilst allowing the extension to fold on the ground to meet airport gate size constraints. Although the actuated wing tips are not studied in detail, the focus of this study is to compare two different methods of analysis that can be used to identify the benefit and limitations of adding such devices. The two methods considered are a quasi-steady implicit energy analysis based on the Breguet Range Equation and an explicit energy analysis based on the first and second laws of thermodynamics known as Exergy Analysis. It has been found that both methods provide agreeable results and have individual merits. The Breguet Range Equation can provide quick results in early design, whilst the Exergy Analysis has been found to be far more extensive and allows the complete dynamic behaviour of the aircraft to be assessed through a single metric. Hence, allowing comparison of losses from multiple subsystems